Engine-starting apparatus for automobiles.



G. S. THOMPSON L R. NETTER. ENGINE STARTING APPARATUS POB AUTOMOBILI-Is.

APPLICATION FILED O GT. 11, 1910.

Patented Mar. 28, 1911.

3 SHEETS-SHEET 1.

lGr s. THOMPSON @E R. NBTTBR.

ENGINE STARTING APPARATUS POR AUTOMOBILES.

APPLICATION FILED 00T. 1I, 1910. 987,980. Patented Mar. 28, 1911.

3 SHEETS-SHEET 2.

QW' weones:

1118. THOMPSON L 11. NBTTER. ENGINE STARTING APPARATUS FOB AUTOMOBILES.

APPLICATION FILED 00T. 11, 1910.

Patentd 11131.28, 1911.

R .M666 @wd-7M 'UNIT-En STATE-mirjam. carica.

GEORGE S. THOMPSON, 0F HOPKINTON, MASSACHUSETTS, AND,RAPHAEL NETTER, 0ENEW YORK, N. Y., ASSIGNOBS, BY DIRECT AND MESNE ASSIGNMENTS, OF SEVEN'TWENTY-FOURTHS TO FRED I. ELDRIDGE AND 'ONE-THIRD T0 WILLIAM M. KINGS-LEY, :BOTH 0F NEW YORK, N. Y., AND FIVE TWENTY-FOURTI-IS lIO WILLIAM A.

FULLER, 0F CLINTON, MASSACHUSETTS.

- ENGINE-STARTING APPARATUS FOR AUTOMOBILES.

Specification of Letters Patent. Patented lVIar. 28, 1911.

Application filed October 11, 1910. Serial No. l586,433.

v which the following is a full, clear, and exat times a considerableinconvenience, and

various schemes have accordingly been l'pro-l act description.

In the use of automobiles propelled by internal combustion motors thenecessity of cranking the engine to start 'the same is posed forobviating the difficulty.

Our present invention is designed to provide improved means for thepurpose, em-

ploying mechanism actuated by power derived from a previous o eration ofthe engine, and to this and ot er ends the invention consists in thenovel features of construction and combinations ofk elements hereinafterdescribed. y In carrying out the invention in the preferred manner theengine shaft isprovided with a pinion, adapted to mesh With a gear wheelwhich is suitably connected with a power, spring so as to be rotatedthereby,

thus rotating the pinion. Between-the pinion and the engine shaft is asuitable clutch by which the pinion and shaft may be coupled together,so that the rotation of the pinion b the spring-actuated gear will causethe sha to be revolved, thus start-ing the engine. Succeedingrevolutions of the shaft, now actuated by the engine, continue therotation of the pinion, which, being in mesh with the gear rotates thelatter andwinds up or stores power in the spring. As the gea-r completesits revolution a bolt, carried by the gear, comes into engagement with asuitable stop, thereby arrestlng the gear with the spring Wound up. Thislocking bolt has associated with it suitable manually loper- -atedreleasing mechanism by which the the engine. The embodiment thusbrieflyy outlined is illustrated in the accompanying drawings, andreferring now thereto,

to the engine shaft, said view being partly.

in section on line 2 of Fig. l. Figs. 3 and et are detail rear views .ofthe parts illustrated in Fig. 2, with additional elements, showing suchparts and elements in different operative positions; one of saidelements being the spring-driven gear Wheelto which the starting springis connected and which is ada ted to actuate the pinion on the enginesha t. Fig. 5 is a sectional plan View, on line 5--5 of Fig. 1, of theparts and elements illustrated in Figs. 3 and ,4. Fig. 6 is a plan Viewof the complete apparatus as mounted on an automobile, the engine andother parts being omitted. Fig. 7 is a detail rear View of the lockingmechanismV for releasably holding the starting gear against the tensionof its actuating spring. Fig. 8 is a detail sectional View of thelocking mechanism shown in Fig. 7, showing also the buii'er mechanismemployed to take up the shock produced by the starting spring as thepoint of attachment thereof to the starting gear passes the dead centerduring the operation of winding up or extending the spring to storepower therein; the view being taken ysubstantially on line 8--8 of Fig.7. Fig. 9 is a View of the complete apparatus in longitudinal verticalsection, showing also, in broken lines, the engine, radiator, and fanfor cooling the latter. Fig. 10 is a detail sectional View showing theswiveled pulley over which runs the cord or cable connecting' thestarting spring with the starting ear. l g The various parts of theapparatus are conyeniently mounted in a cast frame 20, conforming incontour to the gear 21, and pinion 22, as shown in Fig. l, and havingnear its bottom two arms 28,124, by which it is securely attached to theside members 25 of the chassis, at a point between the fan 50 rearportion, 21, is mutilated, having a suffigaged .by

2G and radiator 27, which are shown in broken lines in Fig. 9. At itstop the supporting frame is firmly connected to the dashboard 28 by ahollow cylinder 29, which also serves the purpose of inclosing thecontractile coil starting spring 30. At the dashboard end the spring isattached to a fixed stud 31, and at itsfront endv the spring is attachedto one end of a cable or cord 32 running over a pulley 33 swiveled` inthe frame 20; "said cable being connected by its other end to a crankpin 34 on the ear 21, as

shown in Fig. 1. The length of thisicable is such that with the gear inthe position of Figs. 1 and 9 that is, with the crank pin on theopposite side of the center of the gear, the starting spring 30 will beextended.

vOn the engine shaft 35, in position to mesh with and be driven by thegear 20, is a pinion 22. This pinion may be mounted directly on theengine shaft if the latter is long enough to accommodate it; but if theshaft is too short, it may be lengthened by means of a short stem orpiece of shafting 37, connected to and in line with the shaft bya,sleeve 38 to which the parts embraced are fastened by `a key 39. Theend of the stem or shaftextends through the supporting frame, and issquared, as shown, to p'ermit cranking in the ordinary way if desired.The hub 40 of the pinion 22 also extends forwardly, as shown, toy permitbeing ena suitable crank or wrench when 1t 1sl desired to wind up thestarting spring by hand, as will be readily understood. Assuming thatthe pinion 22' is ixedly connected to the sleeve 38, and is in mesh withthe gear 2l, it will be seen that if the expanded s ring 30 be allowedto contract the shaft wil be revolved, thereby cranking thel engine.

vThe gear 21 has loosely mounted'on its hub 41, another gear 42, of thesame size, the two being thus movable independently of each other. Theyare, however, so intimately connected, both in physical relationshi andin function, that they may be conveniently referred toas a compoundgear, 21-42. The front portion, 42, is always in mesh with the pinion22, but the cient number of teeth omitted to cause it to j be disengagedfrom the pinion, as indicated its inner face one vor more teeth 45, Fig.'7.

It will therefore be seen that if the bolt be shifted inwardly, bringingits teeth into en-y gagement with the ratchet 43, vthe two gears 21 and42 will become in effect one, and will both be in mesh with the pinionas soon as the mutilated portion of gear 21 has moved far enough tobring its first tooth into action. This compound-gear construction ispreferred for this/reason: Ifa single niutilated gear be employed itvwill, of course be stopped with its vmutilated portion over the pinion36; but when this pinion comes to rest, as by stopping the engine forexample, it might not stop with its teeth in such position as to beproperly engaged by the teeth of the driving gear when the same isrotated by the powerful starting spring. On the contrary, the positionof the gears may be such as to cause their teeth to jam when they cometogether, with possible breakage. In the construction illustrated,however', the gears 21 and 42 will be locked together by the ratchet andbolt before the teeth of the first named gear can engage -those on theengine pinion; and the proportions, andthe relative positions, of theratchet and bolt on their respective gears,

- are such that the two cannot lock together except when the teeth onthe two gears are in exact register. It will therefore be seen that thepinion 22 andgear 2l must come into mesh accurately.

Extending vlongitudinally above the engine, shown in broken lines at 48,Fig. 9, is a rod 49, rotatably mounted in the heads of the cylinder orcasing 29, and projecting through the dashboard, where'it carries ahandle 50. The face of the'handle hub is recessed, as shown, to fit overa fixed ratchet 51, and carries a spring-pressed pin or pawl 52' toengage said ratchet and so prevent movement of the handle hub and therod v49 except in one direction,'-in the present instance clockwise asviewedfrom the drivers seat behind the dashboard. At its forward end thereleasing rod 49 is provided with a short crank or arm 53, see Fig. 6also, lying under a rearwardly turned extension of a hammer or lever 54pivoted on top of the frame 2O and connected to a spring 55 to hold saidextension yieldingly in an elevated position. Immediately above the bolt44 the hammer'has la downwardly projecting lug or boss L56, the bolt,aswill be seen inFigs. l and 7 bearing against a stop 5T on the frame 2Oand thereby acting to hold withthe starting-spring 30 expanded. If

now the spring-releasing handle 50 be turned by the operator the triggeror nger 53 will first raise the freev end ofthe hammer 54, compressingthe hammer-actuating spring 55; and as the said linger continues to moveit eventually passes from under the hammerextension, permitting theactuating-'spring to throw the hammer down against the locking bolt andthrowing the latter smartly downward. As the bolt moves down itstooth'45 engages the adjacent tooth on the ratchet, thus locking thegears 21-42 together with theirl teeth in register, as before lforengagement by the bolt tooth, for if the ratchet should not besopositioned the bolt tooth would merely strike the top of a ratchet toothand the gears not be registered in time vto prevent injury to the teethof the mutilated gear or the pinion. To avoid such contingency the boltis made in two parts, 44, 44h, as shown in Fig. 8, overlapping at theirinner ends and connected thereat by a coil spring 59 encircling a guidebarrel 60 which is tixed to the bolt-section 44b andl is slidabletherewith relatively to the other section. The bolt as a whole is urgedupwardly, or outwardly .with respect to the gear on which it is mounted,by a coil spring (il encircling the stem v62 inside the guidey barrel.Suppose now that the bolt tooth, when the bolt is thrown down by theactuating hammer, should strike the top of one of the ratchet teeth: thepart 44", which carries the tooth,-will be arrested, but the part 44a-isfree to continue its movement and will .do so, thereby compressing lthespring 59 and storing power therein, the part 44Z1 being held depressedby the underside of the stop 57. In the meantime the gear 21, on whichthe bolt is mounted, is turning, and carries the bolt forward; and asthe boltsection 44b is urged downwardly byA thespring 59 its tooth 45 isquickly seated against'the ratchet tooth, bringing the teeth of the twolgears intor register before the mutilated gear engages the pinion 22.

If for any reason it should be necessary or desirable to crank theengine or wind up the. starting spring by hand, it should be possible todo so, in the one case without wasting strength on the starting spring,V

and in the other case Without wasting strength by turning the engineshaft too. For these reasons the pinion 22 is loose on the shaft, faspreviously stated, but becomes rigidly connected therewith when revolvedby the gear 21e-42 under the power ofthe starting spring. For suchpurpose the pinion rim (which is extended rearwardly into abut-tingengagement with a flange on the disk 65 at, the end of the sleeve 38, toafford additional strength) hasy in its rear edge a deep notch or slot66. Figs. l, 2, 3, and 4, to accommodate a radial locking pin 67, whichhas in its rear face a notch (58 to fit the flange on said disk G5. Thebottom of the notch is rounded, as shown in Figs. 3 and 4, and the innerend of the pin is pointed, extending through an opening 67a in thepinion hub intorontact with the engine shaft. The clutch-pin 67 issteadied by a light blade spring (37b on the pinion hub. On the cross'member G9, which is fined to the frame 20, is a flexible pawl composedof `two parts, 70, 7l, yieldingly connected by a spring 72 so that thetwo parts may swing together but are capable of angular separation undersufficient force. rI'he free end of part 70 has a forwardly extendinglip, the inclined' edge of which is shown at 73 in dotted lines, and theother end of the pawl 70-71 is adapted to engage the projecting end ofthelocking pin G7. Un the gear 2l is a st-ud 74, against which the saidpawl'- ylip may caused to bear by a contractile coil spring connected tothe part 7l, as will be readily seen in Fig. 4. Suppose, now, that thegear 21-42 is beinghrevolved by the cranking spring 30, and the pinion22 rotating counter-clockwise as viewed in Fig. 3: the outer end of thelocking pin 67 being held bythe pawl 71 and the inner end of the pinbeing engaged by the engine shaft, which so far is still at rest, theadvancingedge of the notch G6 tends to turn the pin counter-clockwiseonits pointed end as a fulcrum, thereby causing the sharper edge of thebottom of notch 68 to bind on the underside of the flange 64 and theopposite endedge of the top of said notch to bind on the top or outsideof the pinion rim. l The pinion rim and the flange, which latter isintegral with the sleeve 38, are thus rigidly connected together and theengine shaft begins to turn. At the same time the pawl 71 is cammed awayfrom the locking pin by the beveled engaging face of the latter thisdisengagement being facilitated by the stud 74 passing from under thelip of the pawl 70.

Thereafter the pawl 7l is held out of the Y path of the pin 67 by thespring 75. By the time the crank pin 74 reaches the upper dead centerthe engine will have been started and the pinion will thereafter berevolved by the engine, continuing the rotation of thegear 21F-42,which, after the crank pin passes the dead center, extends the actuatings riiw f l: t)

30. As the gear approaches itsinitial position the stud 74 comes underthe pawl 70, raising the same and throwing the pawl 71 again intoengagement with the locking or clutch pin 67, thereby unclutching thelatterl from the pinion rim and flange 64, and lea ving the engine shaftfree to turn independently of the pinion. At `this time the bolt 44encounters the stop 57 and brings the gear '21 to rest, the gear 42continuing to turn until its mutilated portion comes to the initialposition, leaving it free from the pinion. If the engine should not bestarted bythe time the crank pin 34 passes the upper dead center it will'be necessary either to crank the engine by hand or to' Wind up thespring l30 by hand. In the latter vcase the pinion is rotated in thereverse direction,

Aby a suit-able tool applied to the forwardly .projecting pinion hub aspreviously decribed, so as to rotate the gar 21-42 with- I out turningthe engine shaft. In this operparts which it had engaged, and as the pination the clutch piii of course releases the reaches the pawl 71 it camsthe latter upwardly until the same is passed. At `the same time the bolt44, cannned down-by the inclined underside of the stop 57, (see Fig. 7),snaps up behind the stop and holds the gear in its initial position.When, While the spring is being extended by the engine, the crank pin34. passes the lower dead center, the spring begins. to contract, andwould bring the bolt 44 up against the stop 57 with a sharp blow. Forthe purpose of cushioning or easing such blow the following buierdevices are provided. On the underside of the frame 20 is a sliding hook80, embracing the bolt 44 and having a lug 81 extending up through aslot in the frame 20. This lug is attached to a rod 82, slidably mountediii fixed guides 83, 84, and urged in the leftward direction (as viewedin Fig. 1) by a coil spring 85, bearing against the guide S3 anda'collar 86 on'said rod. Now as the bolt approaches the stop 57 it willfirst strike theA hook 80, compressing the spring 85 and thereby takingup a consi erable portion of the energy of the spring 30 and allowingthe bolt to come up with less force against the stop 57. The engagingend of the hook is then seated .in a no tch cut in the stop 57 so thatas the latter is closed by the bolt when the latter is thrown in torelease the gear 21 the hook will be retracted by the spring 85 intoposition to rengage the bolt as the latter again approached theA stop.

The operation may now be briefly sum-V marizeda-s follows: When thedriver desires to'start the engine he' turns the releasing handle 50clockwise, thereby actuating the hammer 54,-which throws the bolt 44downwardly out of engagement with the stop 57. The contraction of thespring 30 immediately starts the gear 214-42, the two parts being lockedtogether by the ratchet 48 and bolt-tooth 45, and the pinion 22 beginsto rotate, actuating the clutch member 67 and causing it to clutch thepinion rim and vflange 64* together. The engine shaft is thus rotated,and the engine is started. The rotation of the pinion by the enginecarries the crank pin 34 past the upper dead center and expands thespring 30 again;

and as the stud 74 comes under the pawl'70- i the other portion of thepawl is carried into the path of thev clutch pin and-disengages thesaine from the pinion rim and flange 64". At the same time the bolt 44,having engaged the hook 80 and compressed the spring 85, comes upagainst the stop 57 and arrests the ear, leaving the partsin theirinitial positions, ready for another operation.

The construction herein specifically illustrated is the preferred formof the invenvtion, and is thoroughly successful in operation, but it isto be understood that the invention is capable of embodiment in otherforms without departure from its proper spirit and scope as defined bytheappeiided claims.v

We claim:

1. In a starting apparatus for explosiveengines, the combination of anengine`shaft, of a pinion associated therewith, a. spring actuated gearfor rotating the pinion to automatically start the engine, saidv springadapted to be extended by continued rotation of the gear by the engine,means associated with the pinion for manually Storing eneroy in theAspring, and another means independent of the aforesaid means forstarting the engine manually.

2. In a starting apparatus for explosive engines, the combination of anengine shaft,

of a pinion loosely associated therewith, a.

spring actuated gear for rotating the pinion in one direction, meansconnected to said pinion for clutching the shaft when rotated by thesaid spring actuated' gear, means associatedwith the pinion 'fordisengaging the clutch, and manual means for rotating the said pinion inan opposite direction after the clutch has been disengaged for storingvenergy in the spring.

3. In a startin engines, the com ination ,with the engine shaft, of apinion associated with the shaft to rotate the same, a gear` adapted tomesh with the pinion but out of mesh therewith when in its initialposition, a second gear constantly in mesh with the pinion, androtatable independently of the first named gear, and means for locliings aid gears together with their teeth mviegister.

4. In a starting apparatus for explosive engines, the-combination withthe engine shaft, of a pinion loosely associated therewith, a gearconstantly in mesh with the pinion, a gear concentric with the firstnamed gear and capable of independent movement,

apparatus for explosive l i i-io means' connected to the second namedgear for rotating the saine, and means for locking the said gearstogether with their teeth in register. l

5..In a starting. apparatus for explosive engines, the combination witha gear, means connected therewith to actuate 'the same, a spring pressedbolt carriedby the gear, a

stop in the path of the bolt to hold the gear stationary against the,actuating means,

means arranged to strike the bolt and adj Vance the same out ofengagement with said connecting a pulley supported by the frame at thetop thereof, a casing extending rearwardly from tlie pulley and adaptedfor attachment to the dashboard of the vehicle, a spring in the casing.a cord connected to the springand extending over the pulley intooperative connection with the gear, and means for operatively connectingthe gear with the engine.

7. In a starting apparatus for explosive engines, the combination with agear, a spring connected with the gearto rotate the same and adaptedtobe extended by continued rotation of the gear bythe engine, areleasable means carried by the lgear, means in the path of theaforesaid means to arrest the same and the gear after the spring hasbeen extended, yielding means forv opposing the tension of said springas the bolt approaches the arresting means, and means operativelyconnecting the gear with the engine. y

8. In a starting apparatus for explosive engines, the combination withthe engine shaft, of a pinion associated with and normally loose uponthe shaft to rotate the same, means for establishing a rigid connectionbetween the pinion and the engine shaft, a gear for rotating the pinion,a

' spring connected with the gear to rotate the same in one direction andadapted to be extended by continued rotation of the gear by the engine,and manual means for rotating the gear in the opposite direction andadapted to extend said spring.

9. In a starting apparatus for explosive engines, the combination of anengine shaft,

a pinion on the shaft. to rotate the same, a

gear constantly in mesh with the pinion, a spring actuated gearinitially out of mesh with the pinion, releasable mechanism for holdingthe spring-actuated gear stationary y against the tension of itsactuating spring,

and means, operable upon release 'of the spring-actuated gear, to lockthe said gears together.

10. In a starting apparatus, the combination of an engine shaft, apinion loosely mounted thereon, a. gear arranged to rotate the pinion,expansible and contractible means associated with` .the gear to actuatethe same, mechanism adapted to connect the pinion and the shaft andenabling the Vpinion to rotate the shaft to start t-he engine and to berotated by the shaft to store energy in the gear actuating means,andreleasable meansl for arresting the gear.

11. In a staiting apparatus for explosive engines, the combination of anengine shaft', a pinion on the shaft to rotate the same, a gearconstantly in mesh with the pinion, means for rotating the gear, aspring con- 'nected with'said gear rotating means to actuate the same,-releasable mechanism for holding said gear rotating means stationaryagainst the tension of the actuating spring,

ing bolt carried b and means operable upon release of the gear rotatingmeans, for locking said gear and its rotating means together.

12. In a starting apparatus for explosive engines, the combination of anengine shaft,

a pinion loosely mounted thereon, means for shaft, of a pinionassociated With the shaft to rotate the same, a mutilated gear adaptedto mesh with the pinion but out of mesh therewith when in its initialposition, a spring connected with the mutilated gear .to actuate same, agear constantly in mesh with the `pinion and rotatable independently ofthe mutilated gear, a lockstop in the path o the bolt, manual means forreleasing the bolt from said stop, and means actuated by the lockingbolt for locking the said in register.`- A

14. In a startingapparatus for explosive engines, the combination withthe engine shaft, of a pinion loosely associated therewith, a gearconstantly in mesh with the.V

pinion, a mutilated gear concentric with the first named and capable ofindependent movement, a spring'connected with the mutilated gear torotate the same, manually re'- leasable mechanism for holding the muti!lated gearstationary against the tension of its actuating spring, meansactuated by said mechanism for locking the said gears together withtheir teeth in register, and clutching means, yactuated by movement ofthe pinion, for connecting the pinion rigidly y tothe shaft.

15. In a starting apparatus for explosive engines, the combination withthe engine the' mutilated gear, a-

gears together with their teeth y shaft, of a pinion associated with theshaft 4 to rotate the same a pair of concentric gears capable ofindependent movement, one being constantly in mesh with the pinion andthe 'other having a mutilatedportion whereby it may be disengaged fromthe pinion, a spring connected with the mutilated gear to rotate thesame, a ratchet carried by the other gear, a locking bolt carried by themutilated gear, a stop in the path of said bolt, manually operated meansfor releasin the bolt from said stop, and means carrie by the bolt toengage said ratchet and lock the gears together with their teeth inregister when the bolt is released from its stop. y

16. In a starting apparatus for explosive engines, the combination witha starting Igear, of a spring connected with the gear to actuate thesame, a spring-pressed bolt carried Aby .the gear,`a stop 1n the path ofthe bolt to hold the gear stationary against the tension of itsactuating spring, a spring-ac-` tuated hammer arranged to strike thebolt and-advance the same out' of engagement with said stop, and manualmeans for releasing the hammer. Y l

17. In a starting apparatus for explosive engines, the combination of asupporting frame adapted to be mounted atA one end of the engine, astarting gear journaled in the Correction In Letters Patent No-l987,930.

supporting frame, a lockingbolt carried bythe gear, a stop on the frameand in the path of said bolt, a pulley swiveled at l'one side of theframe, a cable connected to 4the gear on the opposlte sidev of thecenter and passing over the pulley, a spring connected with the cablebeyond the pulley, and manual means Y for releasing the bolt from saidstop.

18. In a'starting apparatus for explosive engines, vthe combination witha supporting frame adapted to be mounted in front of the engine,'a gearjournaled in the frame, a lpulley supported by the frame at the topthereo a casing extending rearwardly from the pulley and adapted forattachment 4to the dashboard of thevehicle, a spring in the casing, acord connected to the spring and extending'over the pulley intoconnection with the gear on the opposite side of the center of the same,and manually releasable means for holdin the gear stationary against thetension o said spring.

19. In a lstarting apparatus for explosive engines, the combination withthe engine shaft, of a pinion associated with the shaft lto rotate thesame, la gear for rota-ting the pinion, a spring connected with the gearto rotate the ,same andadapted to be extended by continued rotation ofthe gear by the engine, a manually releasable bolt carried by y thegear, a stop in the path of the bolt to arrest the saine and the gear'after the spring lhas been extended, and yielding means for opposing thetension of the said spring as the bolt approaches the stop.

Intestimony whereofv we aix our signatures hereto, each in the presenceof two subscribing Witnesses.

GEORGE S. THOMPSON.

RAPHAEL NETTER.

Witnesses to Thompson:

DOROTHY H. SHEAN, FRANK E. MANN.

Witnesses to the signature of Raphal Netter:

. S.AS. DUNHAM,

" FRED I. ELDRIDGE AIt is hereby certified that Letters PatentNo.987,930,'granted March 28d, 1911,; upon the application of George S.Thompson, of .Hopkiiitom Massachusetts', and Raphael Netter,.of NewYork, N. Y., forV animproyement in' .llln'gin'e-Starting Apparatus iforAutomobil-es, werei erroneouslyiissuedjto the inventors, said Thompsonand Netter, and Fred l. Eldridge, William M. Kingsley, and William A.Fuller y .'1 assignees, whereas said Letters Patentjslioiildl'have beenissued to the jrat-` I mentioned inventar, George S. Thomgvaoza landFred 'L Eldridge, IVl'zlam Kagzy, mi mam A. agw,they Ateilig owners .ofthe @are interest as shown by recordof assignments in this oce; and thatthe said VLetters Patent should be read this .correction-1 therein thatthe-same may conferiti to therecord of the casein the PatentOl-ce.' 'v,I u y i signed and sealed this 25th dayof April', gli. 11,1911.

the signature of George S. l

ve cents-each, by addressing Athe-1f@ commissioner of Patents,yWashington, D. C.

actuate the same, a spring-pressed bolt carried Aby .the gear,`a stop 1nthe path of the bolt to hold the gear stationary against the tension ofits actuating spring, a spring-ac-` tuated hammer arranged to strike thebolt and-advance the same out' of engagement with said stop, and manualmeans for releasing the hammer. Y l

17. In a starting apparatus for explosive engines, the combination of asupporting frame adapted to be mounted atA one end of the engine, astarting gear journaled in the Correction In Letters Patent No-l987,930.

supporting frame, a lockingbolt carried bythe gear, a stop on the frameand in the path of said bolt, a pulley swiveled at l'one side of theframe, a cable connected to 4the gear on the opposlte sidev of thecenter and passing over the pulley, a spring connected with the cablebeyond the pulley, and manual means Y for releasing the bolt from saidstop.

18. In a'starting apparatus for explosive engines, vthe combination witha supporting frame adapted to be mounted in front of the engine,'a gearjournaled in the frame, a lpulley supported by the frame at the topthereo a casing extending rearwardly from the pulley and adapted forattachment 4to the dashboard of thevehicle, a spring in the casing, acord connected to the spring and extending'over the pulley intoconnection with the gear on the opposite side of the center of the same,and manually releasable means for holdin the gear stationary against thetension o said spring.

19. In a lstarting apparatus for explosive engines, the combination withthe engine shaft, of a pinion associated with the shaft lto rotate thesame, la gear for rota-ting the pinion, a spring connected with the gearto rotate the ,same andadapted to be extended by continued rotation ofthe gear by the engine, a manually releasable bolt carried by y thegear, a stop in the path of the bolt to arrest the saine and the gear'after the spring lhas been extended, and yielding means for opposing thetension of the said spring as the bolt approaches the stop.

Intestimony whereofv we aix our signatures hereto, each in the presenceof two subscribing Witnesses.

GEORGE S. THOMPSON.

RAPHAEL NETTER.

Witnesses to Thompson:

DOROTHY H. SHEAN, FRANK E. MANN.

Witnesses to the signature of Raphal Netter:

. S.AS. DUNHAM,

" FRED I. ELDRIDGE AIt is hereby certified that Letters PatentNo.987,930,'granted March 28d, 1911,; upon the application of George S.Thompson, of .Hopkiiitom Massachusetts', and Raphael Netter,.of NewYork, N. Y., forV animproyement in' .llln'gin'e-Starting Apparatus iforAutomobil-es, werei erroneouslyiissuedjto the inventors, said Thompsonand Netter, and Fred l. Eldridge, William M. Kingsley, and William A.Fuller y .'1 assignees, whereas said Letters Patentjslioiildl'have beenissued to the jrat-` I mentioned inventar, George S. Thomgvaoza landFred 'L Eldridge, IVl'zlam Kagzy, mi mam A. agw,they Ateilig owners .ofthe @are interest as shown by recordof assignments in this oce; and thatthe said VLetters Patent should be read this .correction-1 therein thatthe-same may conferiti to therecord of the casein the PatentOl-ce.' 'v,I u y i signed and sealed this 25th dayof April', gli. 11,1911.

the signature of George S. l

ve cents-each, by addressing Athe-1f@ commissioner of Patents,yWashington, D. C.

Correction in Letters Patent No. 987,930.

It is hereby certified that Letters Patent No. 987,930, granted March28, 1911, upon the application of George S. Thompson, of Hopkinton,Massachusetts, and Raphal Netter, of New York, N. Y., for an improvementin Engine-Starting Apparatus for Automobiles, were erroneously issued tothe inventors, said Thompson and Netter, and Fred L Eldridge, William M.Kingsley, and William A. Fuller as assignees, whereas said LettersPatent should have been issued to the firentnwnoned nmentor, George S.Thompson, and Fred L Eldridge, Wdhfam M. Kingsley, amd WMe/'am A.Fuller, assz'gns, they being owners of the entire interest as shown bythe reeord of assignments in this office; and that the said LettersPatent should be read with this correction therein that the'same mayconform to the record of the case in the Patent Oee. 4

Signed and sealed this 25th day of April,- A. D., 1911.

[BELLI] C. C. BILLINGS,

Acting Commissioner of Patents.

